Railway-car truck.



H. BURRMANN;

RAILWAY cm TRUCK.

APPLICATION FILED APR. l 9, 19 17- v Patented Aug. 14, 1917.

'3 SHEETSSHi-ZET 1.

H. BURRMANN.

RAILWAY CAR TRUCK.

APPLICATION man APR. 19. m7;

a SHEETSSHEET 2.

Patented Aug. 14, 1917 H. BURRMANN, v RAILWAY CAR TRUCK.APPLICATION-FILED'APR.19. 1; 9 l'7.

Patented Aug. 14,1917.

s'sH ETs sHEET UNITEDTSTATES PATENT omen.

HENRY BURRMANN, or DAVENPORT, IOWA.

RAILWAY-CAR TRUCK.

Specification of Letters Patent. Paten fgdl-Aug. 14, 1917.

continuation-in, part of copending application Serial No. 137,109. filedDecember 15,1916. "This ap licant.

' filed April 19, 1917.

To all whom it may cancer-2i:

Be it known that I, HENRY BURRAIANN, a citizen of the United States ofAmerica. and a resident of Davenport, county of sary. resiliency and tiebars or other devices I being arranged to connect" the truck sidefra-in'es. In this construction, the lateral thrustsdue to the tendencyof the car body to move'laterally on the trucks are trans mitteddirectly to the side frames of the truck, thereby necessitating theemployment of heavy side frames and also the tie bars or otherconnections above referred to. It is one of the objects of my presentinvention I to relieve the side frames of the truck greatly 30 snakepossible to not .only do away with the tie bars, but also to reduce theweight of the side frames, as more fully heroinafter set forth.

A further object of this invention is to provide the truck with sidebearings which will automatically adjust themselves to the proper heightin accordance with the load married by the car and which also willcushion the thrusts of the car body when it tilts, thus tending tostabilize it, as more fully hereinafter set forth.

In the drawings- Figure 1 a plan view of a sideframe t'rrwith'onehalf ofa bolster supported thereon;

'Fig. 2 "is-a side elevation of the same;

Fig. 3 is a view partly in vertical section and partly in side elevationof the bolster,

one of the side frames being shown in vertb '50 cal section Fig. 4 is aplan view of the middle portion of the bolster, the center plate beingremoved;

Fig. 5 is a vertical sectional view on the a line A-'A of Fig. 4.;

' Scott, State of Iowa, have invent-ed certain from th se heavy thrusts,so as to thereby Serial No. 163,184.

Fig. 6 is a view of the end wall ofthe' bolster;

Fig. 7 is a side elevationof one end of the bolster; I f

Fig. 8 is a vertical section on the line 13-43 of Fig. 7; i Fig. 9 is avertical sectional viewtaken through the middle of the sideframe:

Fig. 10 is a bottom view of the form of center plate: I

Fig. 11 is a vertical section thcrethrough on the line D-D of Fig. 10: p

Figs. 12. 13 and Hare perspective views of details hereinafterdescribed; I

Fig. 15 is a diagram illustrating the truss construction of the sideframe; v Fig. 1G is a plan view; -of a slightly modified forin ofbolster; I

Fig. 17 is a view partly in side eleifation and partly in verticalsection of the type of bolster shown in Fig. 16;

Fig. 18 is a perspective view of one of the bell-cranks employed in thebolster shown in Fig. 17-:

Fig. 19 is a view of the end walLof the bolster shown in Fig. 17 andFig. 20 is a side elevationofthe modified side frame used in connectionwith the bolster shown in Fig-17. 7'

Referring to the drawings annexed by reference characters, Adesignates-the side. framc,which, in its preferred form, as shown inFig. 2, is cast or otherwiseconstructed with its several panels a eachof a triangular shape. The upper edge of the side frame is provided atmidlength with a notch b, the sides of which-incline dowmvardly-towardeach other to form a substantially V-shaped notch, although, as shown inFig.20, this notch may have a true concave shape, the essential featurebeing that the sides of the notch shalluincline downwardly toward thecenter thereof. The end of the bolsterB is correspondingly shaped to fitdown in this notch, and, in order to prevent the bolster. having anyendwise movement with respect to the side frame, the bolster at itszendis provided with depending flanges c'which preferred of the bolsterbeingslightly less than. the

distance across the top surfaceof the notch, so that, when the bolsterisinengagement with the side frame, there will be a space d between theinclined faces of the bolster and the similarly inclined faces of thenotch.

With this construction, gravity alone will be sufficient to hold thebolster in place on the side frames, depending flanges serving toprevent the bolster moving end-wisely I with respect to the side frame.It will be observed also that by reason of employment of theinclined=wall notch and the similarly shaped bolster end, a certainamount of flexibility is provided between the side frame and thebolster, to allow a slight rocking movement of the side frame whilerunning on an uneven track.

The center plate 6 is supported resiliently on the bolster by means ofcoil springs f,

y or in any other suitable manner, and in the form shown in Figs. 1, 2and 3 it is provided with two pairs of lugs g at each end. Between. eachpair of lugs is pivotally connected, by a pivot h, one end of abell-crank '5, the lower ends of these bell-cranks being pivotallyconnected, respectively, to links j. Each of the links is pivotallyconnected to a wedge-shaped thrust block 70 suitably guided in thebolster. Resting on each pair of thrust blocks is a side-bearing-blockm, which is suitably guided in the bolster. With this construction, itwill be observed that when the car is weighted and the center platedepressed, the wedges 7a will be pushed toward the respective ends ofthe bolster and thus allow the bearing-blocks m to descend into i thebolster a distance depending on the dis- .wedges is are confined andguided within a pocket 0 formed in the ends of the bolster. The centerplate 0 may be supported and guided in any suitable manner, but I preferthe construction shown in Figs. 3, 4:, 5, 10 and 11. In this structure,I employ a bol- 'ster of.the I-beam type and cutaway the upper flangesof the beam to receive the side edges of portions .of the center plate,the cut-away portions of the flanges being provided with notches p toreceive'and guide the vertical flanges q formed on the center plate.Suitable ribs arecast in the center plate and in'the bolster to affordthe necessary strength and rigidity.- The springs rest upon a horizontalshelf 1 cast in the bolster, this shelf being supported by a suit ablearrangement of ribs 8. underneath it.- Suitable bosses t are formed onthe shelf manner i and the under side of the center plate to maintainthe sprmgs in proper position.

It will be observed also that tlle top flanges of the I-beani are cutout at ti) receive the bell-cranks z and suitable lug or ears '0 arecast on the upper face of the ange for the reception of the pivot w ofti e bell-cranln It will be observed also that th, hole in thebell-crank through which pivo h extends is elongated to form a slot; tis provides the necessary lost motion between the bellcrank and thecenter plate. .lt will be understood, however, that these features areall of minor importance and that, therefore, they may be greatly vaiedwithout departing from the spirit of 15y invention.

On sheet 3 of the drawings, have shown an. arrangement whereby I employbut a single bell-crank i at-each side of the center i plate and asingle thrust wedge 7a. In tnis construction also, I employ a ll-beam orbox-beam instead of the I-beam type shown 1 1n the other figures. Inthis U-beam bolster type, the center plate 6 fits down between theflanges of the beam and is thereby guided and steadied. \Vith thisstructure I also employ, as hereinbefore stated, a rounded or concavednotch b for the reception of the similarly shaped end of the bolster,this constructionbeing desirable as compared with the V-notch structurein that it allows a freer rocking movement of the frame with respect tothe bolster while at the same time the bolster and the side frames arerigidly locked against independent lateral movement. In the type of sideframe I have shown on sheet 3, the panels are not arranged in accordancewith the triangular scheme shownin the other figures; I prefer thetriangular arrangementof panels shown in the other figures because thatarrangement provides a truss-like structure in which the vertical loadwill be transmitted directly to a aw. point of the truss, as shown indiagram in Fig. '15.

It will be; observed that'in the truss sideframe shown on sheet 1, thebolster-end? being rigid, the load will/be transmitted directly to the.apex of the central triangle so that the upright bars of this trianglewill l e subjected to compression strain only, win the basebar of thetriangle will be subjected to tension strain only. The lower bars of thetwo larger end-triangles will be subjected to tension strain only, whilethe -upper bars of these triangles will be subjected to COIIIPIGS. sionstrain only. lhe top bars of the two flanking small triangles will besubjected to compression strain only, while the two vertical bars of thesmall triangles will be subj ected to tension strain only. In this way,I avoid entirely triangles to a bending or transverse breakin strain, sothat with a given weight I gain very materially in the strength of thesubjecting any bars of the side frames; in fact, with this true trussconstruction of side frame, I can produce a side frame with theweight'75 to 100 pounds less than the ordinary type of the same capacityand at the same time reduce the stresses on the members.

The nature and scope of the invention having been thus indicated and itspreferred embodiment having been specifically described, what is claimedas new is:

1. A side bearing for trucks, consisting? of a vertically movableside-bearing-block, means for normally resisting the downward thrust ofsaid block, and means operated by the load for positioning saidside-bearing block at the predetermined clearance withrespect to thebody bolster of the car.

2. A side bearing arrangement for trucks, consisting of verticallymovable side-bearing-blocks, thrust blocks in the bolster against whichthe side-bearing-blocksnor mally bear, and resilient means operated'bythe load for positioning said thrust blocks/ 3. A side bearingarrangement for trucks, consisting of vertically movableslde-bearing-blocks, thrust blocks in the bolster.

against which the side-bearing-blocks normally bear, and means operatedby the load for positioning said thrust blocks, said means embodying aresiliently supported center bearing for the car body.

4. A side bearing arrangement for trucks, consisting of verticallymovable side-bearing-blocks, slidable wedge-shaped thrust blocks in thebolster, and means operated by depression of the center bearing forpushing said blocks outwardly to permit the bearing blocks to movedownwardly into the bolster. v

5. The structure defined in claim 4, said means consisting ofbell-cranks connected to the center bearing and links connecting thesecranks to the thrust blocks.

6. The combination with a side frame having a notch in its upper edgesaid notchhaving its walls inclined downwardly toward each other, of abolster having its end shaped to fit down in said notch and resttherein, said bolster being provided with 'of the side frames beingprovided with a seat for the bolster and one of thetriangles beinarranged centrally under said seat and having its apex supporting saidseat.

In testimony whereof I hereunto afiix my signature.

HENRY BURRMANN.

